CN111806615A - Electronic brake device of electric vehicle and control algorithm thereof - Google Patents
Electronic brake device of electric vehicle and control algorithm thereof Download PDFInfo
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- CN111806615A CN111806615A CN202010861506.7A CN202010861506A CN111806615A CN 111806615 A CN111806615 A CN 111806615A CN 202010861506 A CN202010861506 A CN 202010861506A CN 111806615 A CN111806615 A CN 111806615A
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- brake
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- electric vehicle
- controller
- electronic brake
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
- B62L3/026—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever actuation by a turning handle or handlebar
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
- B62J45/40—Sensor arrangements; Mounting thereof
- B62J45/42—Sensor arrangements; Mounting thereof characterised by mounting
- B62J45/422—Sensor arrangements; Mounting thereof characterised by mounting on the handlebar
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The invention relates to an electronic brake device of an electric vehicle, which comprises a driving motor, a controller, a handle, a steering tube and a brake lever, wherein the controller is connected with the driving motor and used for controlling the driving motor to run; the control algorithm is that the electronic brake device detects the brake stroke through a sensor group of the electronic brake device, and the requirement of the brake strength is judged based on the stroke length, so that the strength of the electronic brake is controlled; the invention can output the required brake braking force according to the requirements of customers, provides good riding experience for riders, eliminates hidden danger and danger, can effectively inhibit the electromagnetic radiation influence of the environment, and ensures the reliable operation of the device.
Description
Technical Field
The invention relates to the field of electric vehicles, in particular to an electric vehicle electronic brake device and a control algorithm thereof.
Background
At present, the existing electric vehicle mainly brakes by front and rear mechanical brakes, the brake shoe is quickly abraded due to the fact that the mechanical brake mode needs long-term friction of the brake shoe, and meanwhile, during emergency braking, the brake shoe is easily locked to cause wrestling, if the brake shoe is not timely replaced after being abraded, the brake is not flexible, and personnel safety accidents are caused. The electronic brake system of the electric vehicle is characterized in that when the electronic control system detects a mechanical brake, a driving motor is changed into a generator, so that an additional electromagnetic brake force is generated through the current of the generator to assist and strengthen the brake effect.
A driving motor (also called a driving motor) of an electric vehicle (such as an electric vehicle, an electric motorcycle, etc.) may also be used as a generator.
a) As a motor: the energy of the lithium battery is consumed to drive the vehicle to run forwards.
b) As a generator: the automobile lithium battery is charged, and resistance is generated at the same time to prevent the automobile from going forwards, which is commonly called as electronic braking and electric braking.
At present, the electronic brake only has two conditions of braking and non-braking, and does not output the required braking force according to the requirements of customers. This may result in a poor riding experience for the consumer, and even a danger to the consumer.
When a rider needs high-strength braking, such as emergency braking, the electronic brake cannot provide enough braking force, so that the braking distance cannot be effectively shortened, and potential safety hazards exist. When a rider needs low-strength braking, for example, a smaller braking force is needed to assist the vehicle to stop in front of a zebra crossing, if the electronic brake provides too large electromagnetic braking force, the rider suddenly feels 'rushing' to have poor driving experience; and the electromagnetic braking force which is too large suddenly can also generate potential safety hazards under extreme conditions. The driving scene of the vehicle is very complex and changeable, the current simple circuit architecture is easily influenced by the electromagnetic radiation of the environment, the risk of abnormal operation exists, and the design of good anti-interference capability is needed; and the brake is a device with high-frequency action, needs corresponding redundancy design to ensure reliable work in a life cycle, can prompt a customer when a fault occurs, and does not influence the electronic brake of the customer in a short time before maintenance. The existing products do not have the functions.
In view of the above-mentioned drawbacks, the present designer actively makes research and innovation to create an electric vehicle electronic brake device and a control algorithm thereof, so that the electric vehicle electronic brake device has industrial value.
Disclosure of Invention
In order to solve the technical problems, the invention aims to provide an electric vehicle electronic brake device and a control algorithm thereof, wherein the electric vehicle electronic brake device can generate electromagnetic brake force matched with the requirements of riders in real time, and simultaneously, the reliable and redundant design ensures that the device can reliably and normally work in different application scenes.
The electronic brake device of the electric vehicle comprises a driving motor for driving the electric vehicle to run and a controller connected with the driving motor and used for controlling the driving motor to run, and is characterized in that: still include handle, steering tube and brake lever, handle and steering tube connect, be provided with the connecting seat on the steering tube, be equipped with the brake support that is used for installing brake hydraulic pot on the connecting seat, it can be relative still to be equipped with the end on the brake support pivoted brake lever, be equipped with on the brake support and respond to the end of brake lever is relative the sensor group of brake support displacement, controller and sensor electrical connection of group.
Further, the sensor group comprises two hall sensors, two magnet stones are arranged on the end of the brake crank, and the brake support is provided with two hall sensors which are respectively arranged corresponding to the two magnet stones.
Furthermore, two mounting grooves for fixedly mounting the magnetic stones are formed in the end head of the brake crank.
Furthermore, the end of the brake crank is movably fixed on the brake bracket through an axle bolt.
Furthermore, the connecting seat is fixed on the steering tube through a hoop screw.
A control algorithm of an electric vehicle electronic brake device is characterized by comprising a double-sensor control flow and a single-sensor control flow, wherein the double-sensor control flow comprises the following steps:
1) a controller for controlling the operation of the electronic brake actuating mechanism detects whether a sensor group used for detecting the mechanical stroke of a brake crank in the electronic brake device of the electric vehicle can normally work or not, and otherwise, the controller directly enters the control flow of the single sensor;
2) performing a differential algorithm on output signals of the sensor group through mechanical displacement of the brake lever detected by the sensor group, and calculating the required electromagnetic braking force based on the operation result;
3) executing the electronic braking action of the electromagnetic braking force calculated in the step 2) in the double-sensor control flow through a brake executing mechanism;
the single-sensor control flow comprises the following steps:
1) any sensor in the sensor group can not work normally, the controller directly informs the interactive interface to prompt a brake fault, and meanwhile, the control mode is switched to a single sensor control mode;
2) the mechanical displacement of the brake crank is detected through a single sensor, the magnitude of an output signal of the sensor is strong and weak, and the required electromagnetic brake force is calculated;
3) and executing the electronic braking action of the electromagnetic braking force calculated in the step 2) in the single-sensor control flow through a brake executing mechanism.
Further, the sensor group comprises two sensors, wherein one sensor provides a positive (+) travel signal, the other sensor provides a negative (-) travel signal, and a difference algorithm is carried out according to voltages output by the two sensors respectively, so that electromagnetic radiation interference is suppressed.
Further, firstly, reading the values a and b of the two sensors, and respectively calculating the absolute values of a and b; secondly, comparing the percentage of the difference value and the sum value of the absolute values of the two sensors by using a difference algorithm, thereby judging whether the two sensors are good or not; thirdly, if the brake intensity is good, the controller reads the differential signal by using a hardware circuit to judge the brake intensity to be responded; fourth, if not both are good, the user is notified of the correction through the interactive system.
Furthermore, the brake actuating mechanism is a driving motor for driving the electric vehicle to run.
By the scheme, the invention at least has the following advantages:
1. when a rider needs high-strength braking, such as emergency braking, the electronic brake can provide enough braking force, so that the braking distance can be effectively shortened, and potential safety hazards are eliminated;
2. when a rider needs low-strength braking, for example, a smaller braking force is needed to assist the vehicle to stop in front of a zebra crossing, so that the condition that too large electromagnetic braking force is provided by an electronic brake can be avoided, and the rider suddenly feels 'rushing' to have poor driving experience;
3. the electromagnetic braking force which is too large due to the protrusion is avoided, and the potential safety hazard can be avoided under the extreme condition;
4. the driving scene of the vehicle is very complex and changeable, and the simple circuit architecture is easily influenced by the electromagnetic radiation of the environment, so that the risk of abnormal operation exists, and the electronic brake device and the control algorithm thereof have good anti-interference capability;
5. the brake is a device with high-frequency action, and needs corresponding redundancy design to ensure reliable work in a life cycle, so that the brake can prompt a customer when a fault occurs, and the electronic brake of the customer is not influenced before maintenance in a short time.
In conclusion, the electronic brake device of the electric vehicle and the control algorithm thereof can output the required brake braking force according to the requirements of customers, and execute the brake braking force through the brake executing mechanism, so that good riding experience can be brought to consumers, hidden dangers and dangers are eliminated, the electromagnetic radiation influence of the environment can be effectively inhibited, and the reliable operation of the device is ensured.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical solutions of the present invention more clearly understood and to implement them in accordance with the contents of the description, the following detailed description is given with reference to the preferred embodiments of the present invention and the accompanying drawings.
Drawings
FIG. 1 is a schematic structural diagram of an electric brake device of an electric vehicle according to the present invention;
FIG. 2 is an exploded view of FIG. 1;
FIG. 3 is a block diagram of a control algorithm of the electric vehicle electronic brake apparatus of the present invention;
FIG. 4 is a schematic circuit diagram of a control algorithm for the electric vehicle electronic brake apparatus of the present invention;
FIG. 5 is a functional block diagram of a control algorithm of the electric vehicle electronic brake apparatus of the present invention;
FIG. 6 is a linear plot of output voltage of sensor one versus crank throw;
fig. 7 is a linear graph of the output voltage of sensor two versus the crank throw.
1 handle 2 steering tube
3 brake crank 4 connecting seat
5 brake hydraulic pot 6 brake support
7 sensor group 8 magnetite
9 mounting groove 10-shaft bolt
11 sensor one 12 sensor two
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
Furthermore, the terms "first," "second," "a" and "two" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicit to the number of technical features indicated. Thus, features defined as "first," "second," "a" and "two" may explicitly or implicitly include one or more of the features. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
Referring to fig. 1 to 7, wherein P1 and P2 in fig. 4 refer to a first sensor 11 and a second sensor 12, respectively, and also refer to a sensor 1 and a sensor 2 in fig. 5, an electric vehicle electronic brake device according to a preferred embodiment of the present invention includes a driving motor (not shown in the drawings, the same applies hereinafter) for driving an electric vehicle to operate, be connected with driving motor and be used for controlling driving motor moving controller, still include handle 1, steering tube 2 and brake lever 3, handle 1 and steering tube 2 are connected, be provided with connecting seat 4 on the steering tube 2, be equipped with the brake support 6 that is used for installing brake hydraulic pot 5 on the connecting seat 4, still be equipped with the end on the brake support 6 and brake support 6 pivoted brake lever 3 relatively, be equipped with the sensor group 7 that can respond to the 6 displacements of the end relative brake support of brake lever 3 on the brake support 6, controller and sensor group 7 communication connection.
The working principle of the electronic brake device of the electric vehicle is as follows:
the controller receives signals of the sensor group 7, when the brake crank 3 has displacement relative to the brake support 6, the sensor group 7 can output voltage to the controller by sensing the displacement of the brake crank 3 relative to the brake support 6, the controller controls the driving motor to rotate forwards or reversely, along with the enhancement of brake force, the stroke of the brake crank 3 relative to the brake support 6 is increased, the output voltage of the sensor group 7 is linearly increased until the maximum brake strength is reached, and the maximum stroke leads to the fact that the output voltage of the sensor group 7 also reaches the maximum.
In this embodiment, the sensor group 7 includes two hall sensors, two magnetite stones 8 are arranged on the end of the brake lever 3, and the brake bracket 6 is provided with two hall sensors respectively corresponding to the two magnetite stones 8; the sensor group 7 is a linear hall sensor group 7, the voltage output is in direct proportion to the magnetic field intensity, when the brake is not braked, the brake lever 3 is completely loosened, the mutual position (hereinafter referred to as stroke) of the hall sensor and the magnet is 0', the magnetic field is weakest, the output voltage of the sensor is lowest, the stroke is increased along with the enhancement of the brake force, the output voltage of the sensor is linearly increased until the maximum brake force, and the maximum sensor voltage is also maximized due to the maximum stroke, as shown in fig. 6 and 7.
In this embodiment, in order to fixedly mount the magnetic stones 8 which can be respectively sensed by the hall sensors in the sensing group, two mounting grooves 9 for fixedly mounting the magnetic stones 8 are respectively arranged on the end of the brake lever 3.
In this embodiment, in order to still realize the braking function after the sensor group 7 fails, the end of the brake lever 3 is connected with the brake hydraulic pot 5.
In this embodiment, in order to make the brake lever 3 have a displacement or a stroke relative to the brake bracket 6 during the rotation of the brake lever 3, the end of the brake lever 3 is movably fixed on the brake bracket 6 by the axle bolt 10.
In the present embodiment, in order to firmly fix the connecting seat 4 on the steering tube 2, the connecting seat 4 is fixed on the steering tube 2 by a hoop screw.
A control algorithm of an electric vehicle electronic brake device comprises a double-sensor control flow and a single-sensor control flow, wherein the double-sensor control flow comprises the following steps:
1) a controller for controlling the operation of the brake actuating mechanism detects whether a sensor group 7 for detecting the mechanical stroke of a brake crank 3 in the electric vehicle electronic brake device can work normally or not, and otherwise, the controller directly enters a single sensor control flow;
2) the mechanical displacement of the brake crank 3 detected by the sensor group 7 is used for carrying out a differential algorithm on the sensor group 7, and meanwhile, the required electromagnetic braking force is calculated according to the detected braking stroke;
3) executing the electronic braking action of the electromagnetic braking force calculated in the step 2) in the double-sensor control flow through a brake executing mechanism;
the single-sensor control flow comprises the following steps:
1) any sensor in the sensor group 7 can not work normally, the controller directly informs the interactive interface to prompt a brake fault, and meanwhile, the control mode is switched to a single sensor control mode;
2) the mechanical displacement of the brake crank 3 detected by a single sensor is used for calculating the required electromagnetic braking force according to the detected brake stroke;
3) and executing the electronic braking action of the electromagnetic braking force calculated in the step 2) in the single sensor control flow through the brake executing mechanism.
The principle of the control algorithm of the electronic brake device of the electric vehicle is as follows:
the electronic brake device detects the brake stroke through the sensor group 7 for detecting the displacement, judges the requirement of the brake strength based on the stroke length and controls the strength of the electronic brake through the controller.
The differential design and algorithm of the sensor group 7 can effectively inhibit the electromagnetic radiation influence of the environment, when any sensor fails, the controller can automatically switch to a single sensor mode, so that the electronic brake can be continuously used, and a user is prompted that the brake crank 3 fails and needs to be maintained.
Firstly, the detection stroke of the sensor group 7 and the mechanical stroke of the brake crank 3 are designed to be synchronous, and the controller synchronously detects the brake stroke and judges the brake force through the mechanical displacement of the brake crank 3 in the driving process of the vehicle;
secondly, the sensor group 7 feeds back the stroke change information of the brake crank 3 to the controller, the controller calculates the required electromagnetic braking force based on the stroke size, and different electronic braking force is executed through the brake executing mechanism;
finally, if for some reason any of the sensors is not working properly, the controller can directly notify the interactive system, such as a display screen, to continue to meet the customer's usage requirements before servicing.
In the present embodiment, the sensor group 7 includes two sensors, wherein one sensor provides a positive (+) travel signal, and the other sensor provides a negative (-) travel signal, and a difference algorithm is performed according to the voltages respectively output by the two sensors, so as to suppress electromagnetic radiation interference, and first, the values a and b of the two sensors are read, and absolute values are respectively obtained for a and b; secondly, comparing the percentage x% of the difference value and the sum value of the absolute values by using a difference algorithm, thereby judging whether the two sensors are good or not; thirdly, if the brake intensity is good, the controller reads the differential signal by using a hardware circuit to judge the brake intensity to be responded; fourthly, if the signals are not good, the user is informed of correction through the interactive system, namely that the failure of the sensor I or the sensor II is detected, and the controller automatically switches back to the single-sensor mode.
When the difference value of the absolute values of the values a and b of the two sensors is compared with the percentage of the sum value by using a differential algorithm, if the difference value is less than x%, the two sensors can normally work, and the dual-sensor mode is entered.
For example, according to the algorithm formula of (| a | - | b |)/(| a | + | b |) < x%, when x is defined as 1.0, the reading ranges of the first sensor and the second sensor are 0-10V, and the error is within 5%, and when x is defined as 0.5, the reading ranges of the first sensor and the second sensor are 5-10V, and the error is within 10%.
The correction method is that when the brake lever is completely released, namely the brake is formed to be 0%, the controller respectively reads the values a1 and b1 of the two sensors, judges whether the absolute values of a1 and b1 are not in a normal range, and if the absolute values of a1 and b1 are not in the normal range, judges that the sensor group is completely damaged, cancels the electronic brake and informs a customer of maintenance.
The correction method may be determined by:
1. the brake lever is completely released (0% stroke), and the controller reads data through PIN15 and PIN 17;
2. the brake crank is completely braked (100% stroke), and the controller reads data through PIN15 and PIN 17;
3. respectively comparing the above 4 data with initial data stored in the processor, if the data of the sensor is in the initial data range, the state of the sensor is considered to be good, the braking system switches to a single sensor mode, and uses the sensor, and simultaneously informs a client that the braking sensor is bad (namely, the other sensor is bad), if the data of the two sensors are not in the initial data range, the sensor group 7 is judged not to work normally.
In addition, the single sensor mode is that data obtained by using a single sensor is sent to the controller to judge the yarn braking strength.
In the embodiment, the brake actuating mechanism is a driving motor for driving the electric vehicle to run, and the driving motor is controlled by the controller to run positively or reversely; in this way, a driving motor (also called a driving motor) of an electric vehicle (for example, an electric automobile, an electric motorcycle, or the like) can be used as a motor and can be used as a generator. When the vehicle is used as a motor, the energy of the lithium battery is consumed to drive the vehicle to run forwards. When the generator is used as a generator, the generator charges a lithium battery of an automobile, and simultaneously generates resistance to prevent the automobile from going forwards, and the generator is commonly called as electronic brake and electric brake.
The above is only a preferred embodiment of the present invention, and is not intended to limit the present invention, it should be noted that, for those skilled in the art, many modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (9)
1. The utility model provides an electric motor car electronic brake equipment, is including the driving motor who is used for driving electric motor car operation, with driving motor is connected and is used for controlling the controller of driving motor operation, its characterized in that: still include handle, steering tube and brake lever, handle and steering tube connect, be provided with the connecting seat on the steering tube, be equipped with the brake support that is used for installing brake hydraulic pot on the connecting seat, it can be relative still to be equipped with the end on the brake support pivoted brake lever, be equipped with on the brake support and respond to the end of brake lever is relative the sensor group of brake support displacement, controller and sensor electrical connection of group.
2. The electric vehicle electronic brake device of claim 1, wherein: the sensor group comprises two Hall sensors, two magnetite stones are arranged on the end of the brake crank, and the brake support is provided with two Hall sensors which are respectively arranged corresponding to the two magnetite stones.
3. The electronic brake device for electric vehicles according to claim 2, wherein: and two mounting grooves for fixedly mounting the magnetic stones are formed in the end head of the brake crank.
4. The electric vehicle electronic brake device of claim 1, wherein: the end of the brake crank is movably fixed on the brake bracket through an axle bolt.
5. The electric vehicle electronic brake device of claim 1, wherein: the connecting seat is fixed on the steering tube through anchor ear screws.
6. A control algorithm of an electric vehicle electronic brake device is characterized by comprising a double-sensor control flow and a single-sensor control flow, wherein the double-sensor control flow comprises the following steps:
1) a controller for controlling the operation of the electronic brake actuating mechanism detects whether a sensor group used for detecting the mechanical stroke of a brake crank in the electronic brake device of the electric vehicle can normally work or not, and otherwise, the controller directly enters the control flow of the single sensor;
2) performing a differential algorithm on output signals of the sensor group through mechanical displacement of the brake lever detected by the sensor group, and calculating the required electromagnetic braking force based on the operation result;
3) executing the electronic braking action of the electromagnetic braking force calculated in the step 2) in the double-sensor control flow through a brake executing mechanism;
the single-sensor control flow comprises the following steps:
1) any sensor in the sensor group can not work normally, the controller directly informs the interactive interface to prompt a brake fault, and meanwhile, the control mode is switched to a single sensor control mode;
2) the mechanical displacement of the brake crank is detected through a single sensor, the magnitude of an output signal of the sensor is strong and weak, and the required electromagnetic brake force is calculated;
3) and executing the electronic braking action of the electromagnetic braking force calculated in the step 2) in the single-sensor control flow through a brake executing mechanism.
7. The control algorithm of the electric vehicle electronic brake device according to claim 6, characterized in that: the sensor group comprises two sensors, wherein one sensor provides a positive (+) travel signal, the other sensor provides a negative (-) travel signal, and a difference algorithm is carried out according to voltages output by the two sensors respectively, so that electromagnetic radiation interference is suppressed.
8. The control algorithm of the electric vehicle electronic brake device according to claim 7, characterized in that: firstly, reading values a and b of two sensors, and respectively calculating absolute values of a and b; secondly, comparing the percentage of the difference value and the sum value of the absolute values of the two sensors by using a difference algorithm, thereby judging whether the two sensors are good or not; thirdly, if the brake intensity is good, the controller reads the differential signal by using a hardware circuit to judge the brake intensity to be responded; fourth, if not both are good, the user is notified of the correction through the interactive system.
9. The control algorithm of the electric vehicle electronic brake device according to claim 6, characterized in that: the brake actuating mechanism is a driving motor used for driving the electric vehicle to run.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202010861506.7A CN111806615A (en) | 2020-08-25 | 2020-08-25 | Electronic brake device of electric vehicle and control algorithm thereof |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010861506.7A CN111806615A (en) | 2020-08-25 | 2020-08-25 | Electronic brake device of electric vehicle and control algorithm thereof |
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| CN111806615A true CN111806615A (en) | 2020-10-23 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112224324A (en) * | 2020-09-23 | 2021-01-15 | 摩拜(北京)信息技术有限公司 | Brake control method of electric bicycle and electric bicycle |
| CN114721293A (en) * | 2022-04-15 | 2022-07-08 | 西北工业大学 | Optimal active disturbance rejection control method for electromechanical actuator of all-electric brake system |
| CN115320770A (en) * | 2022-05-24 | 2022-11-11 | 王志鹏 | Electronic brake system |
-
2020
- 2020-08-25 CN CN202010861506.7A patent/CN111806615A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112224324A (en) * | 2020-09-23 | 2021-01-15 | 摩拜(北京)信息技术有限公司 | Brake control method of electric bicycle and electric bicycle |
| CN114721293A (en) * | 2022-04-15 | 2022-07-08 | 西北工业大学 | Optimal active disturbance rejection control method for electromechanical actuator of all-electric brake system |
| CN114721293B (en) * | 2022-04-15 | 2024-04-26 | 西北工业大学 | Optimal active disturbance rejection control method for electromechanical actuator of electric brake system |
| CN115320770A (en) * | 2022-05-24 | 2022-11-11 | 王志鹏 | Electronic brake system |
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